Hybrid internal combustion engine

ABSTRACT

A method and apparatus for improving efficiency and reducing emissions of an internal combustion engine coupled to an inertial load. An apparatus is provided for controlling the energy exchange between engine and load so that the maximum conversion efficiency is obtained for both directions of energy flow. Valve controls make the engine a variable displacement expander or compressor so that kinetic energy received from the load by the engine may be stored as compressed air and returned to the load by the engine. These controls eliminate all fuel consumption and emissions when power is not required by the load, and utilize the stored energy in conventional engine operation.

CROSS REFERENCE

This application is a continuation in part which discloses and claimssubject matter disclosed in my earlier pending application Ser. No.08/309,863 filed Sep. 21, 1994, now U.S. Pat. No. 5,529,549.

FIELD OF THE INVENTION

The present invention relates to the field of internal combustionengines; more particularly to multi-functioned hybrid engines.

BACKGROUND OF THE INVENTION

This invention describes a method and apparatus for increasing theefficiency and reducing the undesirable emissions of an internalcombustion engine. While the general principles and teachingshereinafter disclosed are applicable to all combustion engines, theinvention is hereinafter described in detail in connection with itsapplication to a reciprocating, fuel injected, spark ignited, internalcombustion engine.

As used herein, the term "conventional engine" refers to a device whichconverts heat energy, released by the combustion of a fuel, intomechanical energy in a rotating output shaft of the engine. Also, theterm "supercharged engine" refers to a conventional engine having theintake air pressurized above atmospheric pressure. Also, the term"disabled cylinder" is defined as having the intake and exhaust valvesof a cylinder disabled so that they remain closed while the camshaft isrotating. Also, the term "air compressor" is defined as using the engineto take energy from the inertial load driven by the engine to compressair in the engine cylinders and then store it in a reservoir. Also, theterm "air motor" is defined as powering the engine by the controlledrelease of compressed air into the engine cylinders.

In the United States, the law requires that passenger vehicles must betested over an urban driving cycle while the fuel consumed and exhaustemissions generated are measured. This driving cycle has many periods ofacceleration, deceleration and idle, with few periods of steady statespeed, and is intended to reflect typical urban usage. Duringdeceleration and idle operation it is difficult to control emissions intypical internal combustion engines--particularly throttledengines--because of the low manifold pressures at these times. Also,when the accelerator is released, fuel is consumed even though no energyis required from the engine. The emissions measured during this testmust be less than those specified by law at the time of manufacture, andthe fuel consumed is used in the determination of the manufacturer'sCorporate Average Fuel Economy (CAFE) during that year.

DESCRIPTION OF PRIOR ART

Two of the principle methods of meeting these laws is to reduce thevehicle's size, weight, and aerodynamic drag; and also to utilizecomputer control of the engine operating variables as described in myearlier U.S. Pat. No. 3,969,614 which is incorporated herein byreference. A U.S. patent application Ser. No. 08/309,863 filed Sep. 21,1994, to which the present improvements are a continuation in part, useda computer to control the engine valves and distribution valves to storeair compressed by the engine during braking. It also used the valvecontrol to disable cylinders during regular engine operations to providea variable displacement engine in cylindrical increments. The presentinvention uses the same approach, but has a more flexible valve controlto provide further improvements as described later.

Other proposals for accomplishing similar improvements are to be foundin the prior art, but most rely on additional equipment not found on thepresent automobile. For example, Ueno in U.S. Pat. No. 4,512,154utilizes the engine as an air compressor, but his valve control has anaxially contoured camshaft which is translated axially to effectdifferent valve actions. He does not manage the compression to providecontrolled braking with changing storage pressures as the presentinvention does. Additionally, the patent shows complex piping of theexhaust gases, an extra exhaust valve for each cylinder and many otherexpensive additions to the engine system. The present invention uses astandard camshaft without translation and manages the valve actions toprovide controlled braking with changing storage pressures.

Another proposal concerned with incremental disabling of the engineintake and exhaust valves during normal engine operation does away withthe camshaft entirely. Schechter, in U.S. Pat. No. 5,377,631 describes ahigh pressure hydraulic system to operate the engine valves, where theoil must be forced rapidly through a series of passages for every strokeof the valve. The present invention has a hydraulic control whichrequires very small oil movement only when a change in the valve openingcharacteristic is required. Further, the power to move the valve comesfrom the conventional camshaft found in millions of automobile engines.

Another proposal for a cam motion control unit utilizes a structuresimilar to that of Schechter, but is interposed between the push rod andthe cam in an engine with a standard camshaft providing the power tomove the valve. U.S. Pat. No. 3,817,228 (Bywater) shows that althoughhydraulic power is not used to move the valve, it must be used insignificant quantities on each valve stroke for the controlunit--particularly during partial or full disablement of the valve. Thepresent invention uses a spring which does not absorb any power to allowthe free cam motion during disablement.

U.S. Pat. No. 4,050,435 (Fuller et al) shows a valve control for acylinder cutout system which has a piston device inserted between thepushrod and rocker arm. When disabled, the pushrod (driven by the cam)pushes against a spring within the piston without overcoming the forceof the valve spring. But the head of the pushrod must be a piston in anoil-filled cylinder for one of the functions (holding an exhaust valveinoperative in the open position). Therefore, oil must be forced in andout of the cylinder and full disablement at high camshaft speed isdifficult to achieve. Partial disablement is not shown. The presentinvention, while controlled hydraulically and pushing a spring duringdisablement, needs only displace air in the part of its cylinder whichis never pressurized and is substantially vented to atmosphere.

U.S. Pat. No. 5,163,389 (Fujikawa et al) is a valve lifter withhydraulic control of disablement and has the aforementioned problem ofpumping oil continuously for each valve stroke during disablement.

U.S. Pat. No. 5,408,974 (Lipinski et al) is a cylinder mode selectionsystem for variable displacement internal combustion engines. Itsdescription of the prior art cites the one U.S. attempt at large scaleproduction of a variable displacement engine with disabling valves andthe problems associated with it. The method used by Lipinski is to havethe computer control an electronic throttle operator to reduce thetorque change during a disablement or enablement transition. The presentinvention eliminates the need for such a device since the valve controlsystem provides a continuous change of torque during the operation ofeach cylinder and it is enabled or disabled at its zero torquecondition.

SUMMARY OF THE INVENTION

The main object of this invention is to improve the efficiency andreduce the emissions of a conventional internal combustion engine whilepowering a vehicle in normal operating conditions. A further object isto utilize the energy now wasted as heat in braking a vehicle. A furtherobject is to stop the fuel flow and emission generation while theaccelerator pedal is released or the brake pedal is depressed. A furtherobject is to utilize some of the energy now wasted as heat by thecoolant radiator and the exhaust system. A further object is to increaseeach cylinder's thermal efficiency by controlling its power with thevariable opening of its intake valve. A further object is to increasethe engine efficiency by a sequential increase of the number ofoperating cylinders which gives it the advantages of a variabledisplacement engine. A further object is to provide a smooth transitionof torque when an inoperative cylinder is made operative for increasedengine power, or an operative cylinder is made inoperative for decreasedengine power. A further object is to eliminate the conventional throttleand its pumping losses. A further object is to eliminate the externalexhaust gas recirculation (EGR) valve. A further object is to increaseengine power and efficiency by controlling valve overlap.

The method used by this invention to accomplish these objects is tooperate the engine in one of five functional modes. Mode selection isaccomplished by the controller in response to operator demand reflectedin the accelerator and brake pedal positions. These functional modes arebriefly described in the following five paragraphs:

Conventional Engine Function

The engine performs as a four cycle internal combustion engine. Filteredair is admitted unrestricted to the intake manifold (there is nothrottle) and exhaust flows unrestricted from the exhaust manifold tothe catalyst, muffler and tailpipe. The throttle function is performedby the controlled opening of the individual intake valves. One or morecylinders may be disabled, giving the performance of a variabledisplacement engine. The camshaft is designed with a valve overlap formaximum power. The valve control provides reduction of overlap forincreased efficiency at low engine speeds. The control of the exhaustvalve provides exhaust gas retainment for reduction of nitrogen oxidesemissions and eliminates the need for an EGR valve system.

Supercharged Engine Function

This function is the same as the conventional function except that theintake manifold obtains its air from a pressure tank through a variablerestriction in an intake distribution valve to control the amount ofsupercharging. This mode's time of operation is limited by the pressuretank capacities and is used primarily for accelerating the vehicle.Nitrogen oxides emissions are greatest with high combustion temperatures(when the thermal efficiency is also greatest) so that retained exhaustgas with little or no free oxygen is used as a thermal mass to reducethe temperature during combustion. To make up for the volume taken bythe exhaust gas, the pressurized air obtained from previous braking isused during accelerations to produce the maximum power with minimumoxide emissions. The pressure of this stored air is usually much higherthan atmospheric air, and the pressure drop when the air enters thecylinder causes a further temperature reduction.

Disabled Cylinder Function

Both the intake and exhaust valves of the cylinder are disabled andremain closed, all fuel flow is stopped, and the cylinder acts as an airspring, returning the energy on the expansion stroke which was absorbedon the compression stroke. There is very little engine drag when all thecylinders are simultaneously disabled.

Air Compressor Function

The intake valve is open while the cylinder volume is increasing, andgets filtered outside air through the intake distribution valve. Thebrake function is performed by the controlled opening of the exhaustvalves while the cylinder volume is decreasing, coupled with thecontrolled opening of the intake valves. The compressed air from thecylinders is delivered to a pressure tank through a variable restrictionin an exhaust distribution valve to control the amount of braking. Thisfunction may be compounded to store air at higher pressures by supplyingcompressed air from one tank through a variable restriction in theintake distribution valve to the intake manifold and storing the furthercompressed air in another tank.

Air Motor Function

The intake valve is open while the cylinder volume is increasing andreceives compressed air from a pressure tank through a variablerestriction set by the intake distribution valve to control theacceleration of the engine. The exhaust valve is open while the cylindervolume is decreasing, and delivers the exhaust air through the exhaustdistribution valve to another pressure tank or the exhaust line. Thismode's time of operation is limited by the intake pressure tank capacityand is used primarily for engine restarting (normally a few enginerevolutions).

The apparatus of the invention includes a conventional internalcombustion engine, a controller (preferably a programmable digitalcomputer), electrically controlled engine valves, electricallycontrolled distribution valves, an electrically controlled storagevalve, an electrically controlled fuel injector for each cylinder, andposition sensors for: accelerator pedal, brake pedal, crankshaft,distribution valves, storage valve, and pressures within the air tanks.

The invention may be better understood by reference to the detaileddescription which follows and to the drawing.

METHOD OF OPERATION OF THE INVENTION

In the following description, the method and apparatus used toaccomplish the objects of the invention are embodied in an enginecontrol system as applied to a reciprocating, multicylinder, fuelinjected, spark ignited internal combustion engine coupled to aninertial load. It should be understood, however, that the principles andapproaches taken in connection with this particular type of engine areapplicable to other types as well.

The camshaft is of ordinary design and the fuel injectors areelectrically controlled. In addition, there are two electricallycontrolled distribution valves, one connected to each manifold. Theintake distribution valve (IDV) connects its manifold with a variablerestriction either to the intake air line or to a storage valve (SV).The exhaust distribution valve (EDV) connects its manifold with avariable restriction either to the exhaust line or to SV. SV eitherconnects the #1 tank (T1) to IDV and the #2 tank (T2) to EDV or T1 toEDV and T2 to IDV. When control power is removed from SV, both tanks areshut off.

The opening amplitude and duration about the midpoint of each enginevalve is controlled from 0 to 100% thus eliminating the conventionalthrottle and EGR valve. When the valve amplitude is 0%, the valve doesnot open. When the valve amplitude is controlled to 50%, the valve isclosed during approximately the first and last quarter of its normalopen cycle. If the intake and exhaust valves of a cylinder do not open,the cylinder is disabled, greatly reducing engine drag.

During the conventional mode of operation, the exhaust valve is openedan amount which will control valve overlap and exhaust gas retention,while the intake valve is opened an amount dependent upon the operatordemand for power. The cylinders are enabled sequentially with increasingpower demand: first one cylinder's exhaust valve is opened and its fuelinjector activated while its intake valve is increasingly opened untilit reaches fully open; then the second cylinder in like manner; untilmaximum power is reached with all cylinders having fully open intakevalves and then the exhaust valves are set for maximum overlap. Thismethod results in each cylinder reaching and maintaining its maximumthermal efficiency with no throttling losses (fully open valves) beforethe next cylinder begins to supply power. At any given power level,therefore, only one cylinder may not be operating at its maximum thermalefficiency. In addition, when a previously disabled cylinder is firstenabled, its valve opening is small and hence the change in torque isminimal, making a smooth transition as cylinders are added foradditional power. The same is true while subtracting cylinders fordecreased power. This solves a drivability problem inherent in previousattempts to utilize valve disablement for increased part throttleefficiency. No matter how quickly or how slowly the accelerator pedal isdepressed or released, the operator will not feel the transition.

When operating with any cylinders disabled, the active cylinders arerotated with the inactive cylinders so that all cylinders are kept at auniform temperature. Whenever power is not required from the engine andthe accelerator pedal is released, all fuel injection is stopped and allthe valves are disabled. This allows the vehicle to coast with minimumengine drag. The brakes may be used to provide the engine drag withoutincurring any brake wear, since the braking merely stores compressed airand does not consume brake linings.

The valve control is also used to provide vehicle braking by stoppingall fuel flow and using the engine as a compressor to absorb energy fromthe inertial load. Initially, all the intake and exhaust valves arefully enabled and the EDV at the exhaust manifold outlet is closed,resulting in a rapid increase in pressure in that manifold. When thedesired braking force is achieved (usually within one enginerevolution), the exhaust and intake valves' open amplitude and durationare decreased so that the energy absorbed remains at the desired valueas the exhaust manifold pressure rises. When the exhaust manifoldpressure is equal to or greater than a tank pressure, the EDV connectsthe exhaust manifold to that tank and regulates the pressure into it soas to produce the proper braking force while all the cylinders areenabled. When the tank pressure becomes so high that the efficiencydrops excessively, the other pressure tank is connected to the intakemanifold through the IDV, and the compression compounding begins. Thehigher intake manifold pressure delivers energy to the crankshaft on theintake stroke, so that the net brake energy is proportional to thedifference between the intake manifold pressure and that of the exhaustmanifold. When pressure in the tank connected to the IDV falls to alevel insufficient to provide the desired brake torque, the IDV switchesto the intake air line and the EDV switches to that tank with thereduced pressure while maintaining the desired torque. After itspressure is restored, the compounding resumes as before. Thus precisecontrol of even light brake force can be maintained as the output tankpressure rises to values greater than that possible without compounding.

Since the vehicle may be braked to a stop without the engine idling, thecompressed air accumulated during braking is used to restart the enginerapidly upon depression of the accelerator pedal. As the engine speedapproaches zero, all the engine valves are enabled, and then when theaccelerator pedal is depressed, the IDV connects the tank with thehighest pressure to the intake manifold and the compressed air flowsinto the cylinders then in position for an intake stroke. This airpressure forces the piston down and the engine performs as an air motoruntil fuel is added (usually within 1 revolution) and supercharged orconventional engine operation begins.

As the stored air cools, some of its energy is lost and it becomes moredense. This is fine for supercharging, because the higher density of thecooled air contains more oxygen per unit volume and more fuel can beadded so that engine power is increased. Additionally, the expansion ofthe high pressure stored air causes a significant temperature drop andincreased density. However, when the air is used to restart the engine(as an airmotor) the reverse is true and the higher the temperature, thehigher the pressure per unit volume, so that each expansion strokedelivers more power to the engine. Therefore, a further fuel saving isachieved by the utilization of waste heat from the coolant and exhaustsystems while returning the stored compressed air for airmotor operationto the cylinders through a heat exchanger for the waste heat.

A controller is used to determine valve action during each revolution ofthe engine in response to signals of accelerator position, brake pedalposition, engine speed, tank pressures and other operating conditions.

The controller, which is preferably a programmable digital computer,periodically receives and stores sensor values with which it calculatesrate of change of the values with time (first derivative), and rate ofrate of change of the values with time (second derivative) for eachsystem condition measured by the sensor. Thus, the periodic measure ofcrankshaft position determines also its rotational speed andacceleration. With this information, the controller can send a signal tothe engine valve regulator which enables a selected valve to the desiredopening value at the appropriate time. The controller also has storedinformation of the engine characteristics, so that when operatinginformation is compared to these characteristics, the optimum controlvalues can be determined and sent as electrical control signals to fuelinjectors, distribution valves, tank valve and engine valve regulator.

A regulator is used to individually adjust the oil level in each enginevalve fulcrum by increasing or decreasing the pressure in separate linesto each fulcrum cylinder. A check valve action is provided for each lineso that the level in the fulcrum cylinder does not change with achanging fulcrum spring force.

BRIEF DESCRIPTION OF THE DRAWING

FIG. 1 is a schematic block diagram of the engine control system of areciprocating, fuel injected, spark ignited, internal combustion engine.

    ______________________________________                                        REFERENCE NUMBERS LIST                                                        ______________________________________                                         1       crankshaft sensor                                                     2       crankshaft                                                            3       engine block                                                          4       brake pedal sensor                                                    5       engine valve regulator                                                6       brake pedal                                                           7       intake valve oil lines                                                8       accelerator pedal sensor                                              9       accelerator pedal                                                    10       piston                                                               11       air supply line                                                      12       engine cylinder                                                      13       exhaust line                                                         14       fuel injector                                                        15       engine intake valve                                                  16       cylinder head                                                        17       spark plug                                                           18       engine exhaust valve                                                 19       exhaust distribution valve                                           20       intake distribution valve                                            21       intake manifold                                                      22       exhaust manifold                                                     23       intake valve disc                                                    24       intake fulcrum spring                                                25       intake fulcrum lower piston                                          26       intake fulcrum cylinder                                              27       intake fulcrum upper piston                                          28       intake valve spring                                                  29       intake valve vent                                                    30       intake valve rocker arm                                              31       intake distribution valve actuator/sensor                            32       exhaust distribution valve actuator/sensor                           33       intake cam                                                           34       exhaust cam                                                          35       storage valve                                                        36       #1 pressure tank                                                     37       #2 pressure tank                                                     38       #1 tank sensor                                                       39       #2 tank sensor                                                       40       storage valve actuator/sensor                                        41       system controller                                                    42       intake pressure line                                                 43       exhaust valve disc                                                   44       exhaust fulcrum spring                                               45       exhaust fulcrum lower piston                                         46       exhaust fulcrum cylinder                                             47       exhaust fulcrum upper piston                                         48       exhaust valve spring                                                 49       exhaust valve vent                                                   50       exhaust valve rocker arm                                             51       exhaust pressure line                                                52       exhaust valve oil line                                               53       intake fulcrum vent                                                  54       exhaust fulcrum vent                                                 ______________________________________                                    

DETAILED DESCRIPTION OF THE INVENTION

With reference to the drawing, FIG. 1, there is shown a schematic blockdiagram of an engine control system embodying the method and apparatusof the invention. Shown is a cross section of one cylinder 12 of avehicle engine with engine block 3 which may include a plurality ofcylinders. A piston 10 is mounted for reciprocal motion within cylinder12. Piston 10 is mechanically connected to a crankshaft 2 whichtransforms the reciprocal motion to rotary motion in the usual fashion.Also in the usual fashion, the crankshaft is connected to the wheels ofthe vehicle through a transmission and differential (not shown).

The inputs for a system controller 41 are sensors for: stored gaspressures 38 and 39, accelerator pedal position 8, brake pedal position4, crankshaft position 1, and valve actuator/sensors 31, 32 and 40. Theoutputs from the controller go to engine valve regulator 5, fuelinjector 14, and valve actuator/sensors 31, 32 and 40.

Filtered air supply line 11 is connected to the first port of rotaryintake distribution valve 20 positioned by actuator/sensor 31. Pressureline 42 from pressure tank valve 35 is connected to the second port ofvalve 20. Intake manifold 21 is connected to the third port of valve 20.Actuator/sensor 31 positions valve 20 to connect with variablerestriction line 11 to manifold 21 while sealing off line 42; orconnects with variable restriction line 42 to manifold 21 while sealingoff line 11; or seals off all three ports.

Exhaust line 13 is connected to the first port of rotary exhaustdistribution valve 19 positioned by actuator/sensor 32. Pressure line 51from valve 35 is connected to the second port of valve 19. Exhaustmanifold 22 is connected to the third port of valve 19. Actuator/sensor32 positions valve 19 to connect with variable restriction line 13 tomanifold 22 while sealing off line 51, or connects with variablerestriction line 51 to manifold 22 while sealing off line 13, or sealsoff all three ports.

Actuator/sensor 40 positions storage valve 35 to connect tank 36 tovalve 20 and tank 37 to valve 19, or to connect tank 36 to valve 19 andtank 37 to valve 20, or when the control power is removed, valve 35seals off all four ports.

Engine intake valve 15, housed within cylinder head 16, has disc 23secured to its valve stem. Disc 23 offsets the pressure against the backof valve 15 body when there is any pressure in manifold 21 and preventsthis pressure from opening valve 15. Intake valve vent 29 relieves thepressure on the opposite side of disc 23. In a like manner, engineexhaust valve 18 housed within cylinder head 16 has disc 43 secured toits valve stem. Disc 43 offsets the pressure against the back of valve18 body when there is any pressure in manifold 22 and prevents thispressure from opening valve 18. Exhaust valve vent 49 relieves thepressure on the opposite side of disc 43.

Engine valves 15 and 18 are of the popper type and are urged to a closedposition by springs 28 and 48. Valve fulcrums are cylinders 26 and 46affixed to cylinder head 16 and contain upper pistons 27 and 47 on whichthe ends furthermost from the lower pistons are rounded to serve asfulcrum points, lower pistons 25 and 45, and intermediate springs 24 and44. Rocker arms 30 and 50 are pushed-against cams 33 and 34 by theirrespective fulcrum springs intake fulcrum 26 is shown in the disabledposition, and exhaust fulcrum 46 is shown in the enabled position. Theenabled fulcrum's piston 45 is forced to its highest position due to theadditional oil transmitted through oil line 52 from regulator 5. Thiscompresses spring 44 so that its force is greater than that of spring 48even when spring 48 is compressed by the action of cam 34 pushingagainst arm 50 and opening valve 18.

Conversely, in the disabled case, when the oil level in cylinder 26 isreduced, piston 25 is pushed by spring 24 to a lower position. In thecase of fulcrum disablement, the oil level is low enough to allow piston25 to reach its lowest position as shown for fulcrum 26. The force ofspring 28 is then greater than that of spring 24 even when spring 24 iscompressed by the action of cam 33 pushing against arm 30, and valve 15remains closed. The movements of pistons 27 and 47 are facilitated byvents 53 and 54 in the upper part of cylinders 26 and 46 which permitsair and leakage oil to move freely from and air into the space beneathpistons 27 and 47. Any intermediate position of the lower fulcrum pistonwill result in a proportionally delayed valve action with less than fullopening and an early closing.

CONCLUSIONS, RAMIFICATIONS, AND SCOPE

It should be obvious to those skilled in the automotive arts that thisinvention will provide good drivability, better fuel economy, and lesspollution than the present automobile engine. It should also be obviousthat the expense of implementation will be low since most of the changesrequired for this invention are minor modifications of standardautomotive parts. In particular, most tooling changes are minor, theadditional computer program steps are simple and evident, and theadditional parts required are inexpensive.

It should be noted that the engine valve control described in thisspecification could as well be an electric or hydraulic valve. Thiswould, however, increase the implementation cost and perhaps reduce fueleconomy because of the additional valve power needed.

While the description of the invention is a specific embodiment in aspark ignited engine, it is obvious that a diesel engine or any otherinternal combustion engine would obtain many of the benefits of thisinvention. Therefore, the scope of this invention should be determinedby the claims which follow.

Based on the forgoing description of the invention, what is claimedis:
 1. A method for operating a vehicle internal combustion enginesystem wherein driver demands for vehicle speed control are delivered toa controller as input signals and controller output signals aredelivered to the engine controls, at least one said input signal beingthe position of the accelerator pedal and one said output signalcontrolling the engine valves, the method comprising steps of:depressingsaid accelerator pedal causes said controller to enable an enginecylinder by opening the cylinder exhaust valve and by increasing theamplitude of the cylinder intake valve opening while supplying theengine intake manifold with atmospheric air containing fuel andconnecting the exhaust manifold to the exhaust pipe, increasingdepression of said pedal causes said controller to increase said intakevalve opening amplitude of said enabled engine cylinder and when saidamplitude is at 100%, then to enable another engine cylinder and toincrease the opening of its intake valve, proceeding in this manneruntil all said engine cylinders are enabled with said intake valveamplitudes at 100%, decreasing depression of said pedal causes saidcontroller to decrease said engine intake valve opening of the lastenabled engine cylinder, when said engine intake valve is at 0%amplitude, then to disable said cylinder, then to begin closing theengine intake valve opening of another previously enabled enginecylinder, proceeding in this manner until all said intake valves arefully closed and their cylinders disabled with fuel flow discontinued,releasing of said pedal causes said controller to discontinue all fuelflow to said engine, and to disable all said cylinders.
 2. A method asdefined in claim 1, wherein depressing said pedal occurs when the enginespeed is less than normal idling speed, then said controller closes offthe atmospheric air supply to said intake manifold, connects gaspressure storage means to said intake manifold, regulates thepressurized air from said storage means, and controls said engine valvesto drive said engine as an air motor until said engine speed is at leastequal to said idling speed.
 3. A method as defined in claim 1, whereinsaid controller is a digital computer and all said input signals and allsaid output signals are electrical.
 4. A method as defined in claim 1,wherein said driver demands are electrical signals from a brake pedalposition indicator and said accelerator pedal position indicator.
 5. Amethod as defined in claim 1, wherein said controller inputs furthercomprise:engine crankshaft position, at least one distribution valveposition, at least one stored compressed gas pressure, at least onestorage valve position.
 6. A method as defined in claim 1, wherein saidengine system controls further comprise:at least one engine valveregulator, at least one distribution valve, at least one fuel injector,at least one storage valve.
 7. A method as defined in claim 1, whereinsaid valve openings are controlled to adjust the amount of valveoverlap, to adjust the amount of exhaust gas retention, and to adjustenablement of said cylinders for temperature distribution among all saidcylinders.
 8. A method for operating a vehicle internal combustionengine system wherein driver demands for vehicle speed control aredelivered to a controller as input signals and controller output signalsare delivered to the engine controls, at least one said input signalbeing the position of the brake pedal and one said output signalcontrolling the engine valves, the method comprising steps of:depressingsaid brake pedal causes said controller to discontinue all fuel flow tothe engine, enable all engine valves and close the exhaust distributionvalve until the exhaust manifold pressure rises to that required for thedesired brake torque, thereafter bleeding surplus compressed gas fromsaid manifold into a gas pressure storage means having a pressure equalto or lower than said manifold pressure while maintaining said braketorque, increasing depression of said pedal causes said controller toreclose said exhaust distribution valve until said exhaust manifoldpressure rises to that required for the new desired brake torque,thereafter again bleeding said surplus compressed gas from said manifoldinto said storage means having a pressure equal to or lower than saidmanifold pressure while maintaining said new brake torque, decreasingdepression of said pedal causes said controller to increase the bleedingof said surplus gas until said exhaust manifold pressure falls to thatrequired for the new desired brake torque, thereafter adjusting saidbleeding rate to maintain said new torque, releasing of said pedalcauses said controller to disable all cylinders.
 9. A method as definedin claim 8, wherein there is no said storage means having an equal orlower pressure, then said controller adjusts the opening amplitude andduration of the intake and exhaust valves of at least one said cylinderso that said torque requirement is met as said exhaust manifold pressurecontinues to increase.
 10. A method as defined in claim 8, wherein highstorage pressures are required, said controller closes off theatmospheric air supply to the intake manifold and connects said storagemeans having a pressure higher than atmospheric pressure to said intakemanifold.